Locomotive exhaust



April 16, 1935.

A. GlESL-GIESLINGEN LOCOMOTIVE EXHAUST Filed March 5, 1934 2 Sheets-Sheet 2 INVENTOR [TED STTES PATENT My present invention relates to F F I f LOCOMO'IIVE EXHAUST Adolf Giesl-Gieslingen, New York, Y. Application March 5, 1934, Serial No. 714,006

11 Claims.

locomotives having a reciprocating steam propelling engine, and particularly to improved exhaust passages and nozzles through which the exhaust steam is discharged.

The primary objects of my invention are, to provide arrangements of exhaust passages whereby the exhaust of one engine cylinder is enabled to exert a maximum ejecting action upon another engine cylinder, thereby reducing the back pressure in the latter, and to obtain this purpose with a minimum requirement of height whereby the exhaust nozzle may be placed as low above the rails as desired, and further to eject from said exhaust nozzle an exhaust jet symmetrical relative to its central axis whereby said jetis particularly suitable for efiiciently creating the required draft for the locomotive boiler.

Other objects such as cheap, simple and durable construction will become apparent from the following description.

In the accompanying drawings, Fig. l is in part, a vertical central section through my improved exhaust passages, shown in preferred combination with the cylinder casting of a locomotive and taken transversely to said locomotive.

Fig. 2 is a plan view of the outlet flange, cor-- responding to Fig. 1, shown with the exhaust standpipe removed.

Figures '3 and 4 are longitudinal sections through the exhaust passages shown in Fig. 1, Fig. 3 being a development of the left passage in Fig. 1 along the line 333, and Fig. 4 being a development of the right passage along the line Fig. 5 is a vertical section through a modified construction of my improved exhaust passages,

taken transversely to the locomotive.

Fig. 6 'is a horizontal section along the lines 66 of Fig. 5. Figures llto 12 relate to an improved exhaust standpipe which I use for locomotives. designed with conventional exhaust passages.

Fig. 7 is a vertical central section through said standpipe taken transversely to the locomotive and showing part of the conventional exhaust passages terminating below said standpipe.

vertical central section taken at a right angle to I,

Fig. 8 is a nozzle removed. Figures 10 and. 11 are horizontal cross sections through my improved standpipe taken, respectively, along the lines H-H of Fig. 7.

Figures 13 and 14' show a modified exhaust nozzle adapted to be used in connection with my invention. Fig. 13 being a .vertical central section 'and Fig; 14 a plan view corresponding, thereto.

In general practice, two engine cylinders are situated near the smokebox on both sides of the locomotive, of which one is indicated by the numeral 5 in Fig. 1. An exhaust passage is provided for each of said cylinders, and in best es-. 10 tablished practice, each of said passages terminates in an opening situated at the bottom of the smokebox, in such a way that the exhausts from the said two cylinders are directed upward in two parallel streams adjoining each other. 15 This construction is seen in Fig. '7 where the said exhaust passages are numbered 30 and Bi, and terminate in the common flange 32. The two openings in said flange are usually rectangular and of a length approximating their combined 20 width. A standpipe combining bothof said pas-- sages into a single passage is then usually bolted to said flange, carrying an exhaust nozzle wherein high speed is imparted to the steam as required for draft production.

' It has long been proposed to restrict the exhaust passages at the point where they join the, above-mentioned single passage, to'such an extent that no further restriction is offered by the exhaust nozzle. Thus, the steam exhausting from 30 one of the two engine cylinders will find the smallest area at the said junction, and thereafter will pass freely through the exhaust nozzle. A region of relatively low pressure is thereby created at the junction of the two exhaust passages, and 85 there will be a tendency to evacuate the other exhaust passage leading from the other cylinder, thereby creating in the latter a relatively low back pressure while the piston therein is moving on the exhaust stroke. "lhis action is accom- 40 panied by an increase in power or a saving in steam.

On modern locomotives, however, the use of this principle can hardly be found. First, the effect obtainable by restricting the exhaust openings of conventional construction is moderatebecause, as, can be seen from Fig. 9, the exhaustpassages adjoin each other only along a line which is short I. relative to the width of the passages, and the steam jet escaping from one passagecan therefore entrain only a moderate amount of steam from the other. Secondly, the steam escaping at high speed from a'restricte'd opening on one side of the center line of the locomotive has a tendency to stay on that side. and, since the distance between the junction of the two passages and the exhaust opening is necessarily moderate, an unsymmetric stream will escape from the exhaust nozzle, impairing the draft production.

In isolated cases, a construction is used wherein one exhaust pipe penetrates into the other, in such a way that it forms at its outlet, a circular opening within a concentric annular passage. U. S. Patent No. 822,216 to Mills is an example. Theoretically, such an outlet configuration is most favorable, 'but since the stream, in order to fill the annular passage, would have to completely encircle the other'steam passage penetrating its path, the steam distribution is poor in practice, and especially sobecause the considerable height required to properly develop such concentric passages is incompatible with alow position of the exhaust nozzle, desired for an eflicient draft appliance.

For these and other reasons, the principle of relieving the back pressure in one cylinder by the exhaust action of another cylinder, desirable and well-known as it is, has not met with success in current practice. My invention is designed to remedy this situation.

In the embodiment of my invention shown in Figures 1 to 4, the saddle casting I supports the smokebox 2 as usual. Cylinders, 5 and valve chests 1 are shown cast integrally with the smokebox-supporting saddle, but may also be bolted to the same in a known manner. Exhaust passages 8 and 8, formed integrally with the saddle casting, conduct the exhaust steam from the valve chest 1' to the so-called exhaust standpipe in carrying the exhaust nozzle I 8 from which the steam jet is directed into the customary smokestack (not shown).

h The exhaust passage 8, shown at the left side of Fig. 1, curves upwardly to eject a vertical stream into the standpipe l8, and, instead of remaining all on one side of the central plane ll of the locomotive as in the customary construction indicated in Fig. '7, the passage 8 terminates with its center line 3-8 coincident with the said central-plane ll. The outlet of said passage is preferably substantially rectangular in cross section as shown at 8a in Fig. 2. The other exhaust passage 8, conducting the exhaust steam from the opposite cylinder, takes a general course corresponding to that of passage 8, but it is split into two branches near point l5, passing front and back of said passage 8= and terminating in two elongated openings 8a in Fig. 2, adjoining the opening 8a at its longer sides. a

A more instructive view of the exhaust passages is presented by Figures 3 and 4, showing developed sections along the center lines 3-8-3 and 4-4-4, respectively. In Fig. 3, a conventional piston valve chest I8 is illustrated in part, from the ends of which the exhaust branch pipes 8b emerge and gradually unite into the exhaust passage 8. A very similar arrangement would result in case a poppet valve-chest were put in place of the piston valve chest l6. At the point where the inner walls I! of the branch pipes 8b join into the rib l8, an angle A of 30 to 45 degrees is usually preferable to the angle of zero now commonly employed, the reason being that no ejecting action is desiredat this point, and avoiding of sudden increases in cross section should be a leading principle. From the junc-.

tion, the exhaust passage 8 tapers down to the ejector outlet 8a as described. The opposite passage 9 is formed analogously by uniting the branch pipes 8b illustrated in Fig. 4, but the stream-v lined edge IQ of passage 8 penetrates into said passage 9, and divides the steam flow symmetrically. The standpipe is omitted in Fig. 4.

Returning to Figures 3 and 1, it is noteworthy that sufficient vertical distance D is provided between the plane of the outlet 8a. and 9a and the top of the exhaust nozzle l3, in order to cause the various streams to completely fill the exhaust nozzle, thereby making possible proper ejecting action of'one passage upon the other. Whenever there is enough space, the lines 20 connecting the sides of the outlet 8a with the top of an unobstructed, circular exhaust nozzle should diverge at a rate of one unit increase in diameter in 4 or more units of length, but a taper of less than 1 in 8 is useless. I have further discovered that it is desirable to make the aggregate area of the outlets 8a and 9a about of the free exhaust nozzle area, and at all events larger than 100% but smaller than provided that the exhaust nozzle is of generous area. Since circular exhaust nozzles are desirable, and .it is further beneficial to contract the passage, shortly after.

outer passages So as shown in Fig. 2, and I do this to such an extent that the three passages, in their entirety, approach the configuration of a circle 2|.

It may sometimes be necessary to depart from the conventional circular cross section of the draft appliance,v and to use a smokestack of oblong cross section and an exhaust nozzle the opening of which is a slot, narrow relative to its length. Hitherto, such draft appliances have been proposed and built with conventional exhaust passages, while the standpipe changed from a compact rectangular configuration at its inlet to a relatively narrow slot at its outlet. In Figures 5 and 6 I have shown how the principle of using the exhaust of one cylinder to relieve the back pressure in another cylinder may effectively be put in practice in connection with such slot-like exhaust nozzles.

The exhaust passage 22 shown at the left of Fig. 5 and the opposed passage 23 are preferably symmetrical with respect to the vertical central plane 24 of the locomotive. Their width rapidly decreases-as said passages turn upwards until, at their ,junction' in plane 6-6, they terminate in narrow, slot-like openings 22a and 23a, best visifble in Fig. 6. Recommended dimensions are, for

instance, a width of 1 inches for each opening, and a length of 22 inches, suitable for an exhaust nozzle .area of 48 squareinches. The areas of the openings 22a and 23a relative to the exhaust nozzle area are governed by the similar rules as established earlier in this specification but they should be slightly greater to counteract the increased frictional resistance. Never should their length be less than six times their average width.

The outer walls 25 enclosing the passages near plane 6-6 converge toward the center at 26 with a view to establishing approximately the area of the exhaust nozzle at short distance above the junction of the individual passages. The individual streams being of small thickness, for example 1 inches as stated, their excentricity is likewise small and a moderate height H of the exhaust nozzle outlet 21 above said junction is sufilcient to obtain. a practically symmetrical steam jet exhausting into the smokestack. A height H of 15 times the width of the openings :20 and 23a is for instance quite satisfactory,

placing the exhaust nozzle outlet only 22 inches above plane 6-6, while with the customary design of exhaust passages and standpipes obtaining a symmetrical stream is impossible.

Naturally, the passages 22" and 23 may also be depressed to obtain their junction at a still lower level relative to the smokebox.

Fig. 6 shows that I prefer to give the outlet openings 22a and Me a central width W1 which is smaller than the width W: at their ends, whereby the steam is compelled to properly fill said ends. The exhaust nozzle outlet is preferably of equal width I throughout.

Exhaust nozzle 21 and passages 22a and 23a could be placed with their major axis crosswise to the locomotive without departing from the spirit of my invention, but the position shown is preferable.

Locomotives'of conventional design may, as I have demonstrated, be adapted to benefit from my invention by the use of my new exhaust standpipe shown in Figures '7 to 12. The conventional exhaustpassages 3i? snarl terminate in the flange 32 to which the exhaust pipe 33 is secured by means of its flange 36. As visible in Fig? ures 7 and 9,-the exhaust standpipe extends the passages iiiiand at by the passages 3M and 8, respectively The left passage 301', confined between the walls 85 and 38 (Fig. 8) is undivided and gradually but rapidly, changes from the cross-sectional configuration shown in Fig. 9 to that of Fig. 10 and finally terminates in the area 30a of Fig. 11. The cross-sectional area is preferably constant until the center line at nearly coincides with the center line 36 of the exhaust nozzle ii, that is in or about plane M where the wall 35 merges into the outer wall of the exhaust standpipe 33, whereupon the passage is contracted to the desired outlet area 3012. Thus, there is no more change in direction while higher speed is being imposed upon the steam, and the steam jet leaves the opening 36a vertically. In order to counteract the original tendency of the steam leaving the passage 3d namely, to remain on the left side of the center line as, the passage 313i is of a cross section tapering in width from one end to the other, its width increasing toward the right side as visible in Fig. 10, and its outlet is likewise tapered as in Fig. 11. The practical result of this construction, if the taper is correctly chosen, is a steam jet having on the left side of the center line somewhat higher speeds but a smaller cross section than on the right side thereof, and therefore the energy contents right and left of the center line may be kept approximately equal, producing a steam jet desirable for action in the draft appliance. The extreme width R of the opening 30a should be about 50% greater than its minimum width L in a standpipe of the illustrated general proportions, while very restricted height may demand a 100% increase over the minimum. Analogous considerations determine the design of the other passage iii, which is divided into two separate branches terminating at 3Ia as can be seen from the drawings. The outer edges of the passages Ma. are rounded off as explained in connection with Fig. 2. At its top, the exhaust standpipe is preferably of circular cross section, terminating in the flange at, Fig. 12. The exhaust nozzle M may be or any desired form but, since the steam jets produced by the openings 38a and Sla all have a tendency to be somewhat oval in cross section with their greater expansion in the plane of Fig. 7, I prefer to insert a wedge-shaped partition 42 into the longitudinal central plane of ,openingetaand directly above said opening. .Said partition finally creates a steam jet that is symmetrical for all practical purposes; it may be dispensed'with ii the distance D between the outlet openings 80a and 39a is relatively great as in Fig. 3.

If a more sharply diverging steam jet is re quired by the draft appliance, a nozzle it having a greater number of partitions M, 45 may be employed, as shown in Figures 13 and 14. In that case there should be an even number of individual steam jets fit, and the partition it in line with the opening 3% hereinbefore described should be wider to produce a greaterspreading efiect than any of the other partitions.

I have described the most common forms of my invention, which may obviously be modified in details without departing from its spirit.

My present invention is particularly beneficial if the same is used in combination with draft appassages and correspondingly high steam speeds,

high friction losses and other drawbacks. My invention is therefore particularly intended as part of a systematically developed exhaust and draftproduction apparatus for locomotives as evidenced by my said previous and co-pending applications.

I claim:

1. In a locomotive having a reciprocating steam engine, the combination with a smolreboxsupporting saddle, of two exhaust passages formed integrally with said saddle and conducting exhaust steam from opposed sides of the locomotive, said exhaust passages curving upwardly and approaching each other at the center of the locomotive, one of said exhaust passages terminating in a single oblong outlet area having its major dimension situated transversely with respect to the locomotive, and the other of said exhaust passages being divided to form two separate steam passages, one on each side of the said single oblong outlet area and adjoining the longer sides of the same.

2. The combination claimed in claim 1, characterized thereby that the said undivided passage terminates in an oblong area tapering in width from one end to the other.

3. The combination claimed in claim 1', characterized thereby that the said single oblong outlet area is substantially polygonal in cross section, while the two adjoining separate areas have their outer edges rounded oil to approach. in combination with the said single outlet, the configuration oi a circle.

4. In a locomotive having a reciprocating steam engine, the combination with a smokeboxsupporting saddle, of two exhaust passages formed integrally with said saddle and conducting exhaust steam from opposed sides of the locomotive, said exhaust passages curving upwardly and joining each other midway of said sides and forming, at their junction, at common passage having an oblong cross section with its smaller dimension transverse to the locomotive, the

length of said oblong cross section being several times its average width.

5. In a locomotive having a reciprocating steam engine and using exhaust steam for creating draft, two engine cylinders arranged at opposite sides of the locomotive, a structure forming exhaust passages for each of said cylinders, said exhaust passages leading into the smokebox and joining each other and forming, at their junction, a common passage having an oblong cross section of a length of several times its average width, and an exhaust nozzle communicating therewith and having a similar oblong outlet opening with its major dimension parallel to the major cross-sectional dimension of the said common passage.

6. In a locomotive having a reciprocating steam engine and using exhaust steam for creating draft, a structure forming two exhaust. passages conducting steam from opposed sides of the locomotive, said exhaust passages terminating in a single plane and forming in said plane,

two separate openings adjoining each, other; and an exhaust standpipe containing an undivided passage receiving steam from one of the said separate openings and terminating in a single oblong outlet area, and another passage in said exhaust standpipe receiving steam from the other 01' the said separate openings and being divided to form two separate steam passages, one on each side of the said single oblong outlet area and adjoining the longer sides of the same.

'7. The combination claimed in claim 6, characterized thereby that the said undivided passage in the said exhaust standpipe terminates in an oblong area tapering in width from one end to the other.

8. The combination claimed in claim 6, characterized thereby that the said single oblong outlet area in the said exhaust standpipe is substantially polygonal in cross section, while the two adjoining separate areas have their outer edges rounded off to approach, in combination with the said single outlet, the configuration of a circle. a

9. In a locomotive using exhaust steam for creating draft, an exhaust nozzle, a structure forming an exhaust passage terminating in a single oblong outlet area, and another exhaust passage being divided into two separate passages adjoining the said single outlet area on both of its longer sides, all of said passages exhausting into said exhaust nozzle, and a transverse partition in said exhaust nozzle situated parallel to the major dimension of the said single oblong outlet.

10. In a locomotive using exhaust steam for creating draft, an exhaust nozzle, a structure forming an exhaust passage terminating in a single oblong outlet area, and another exhaust passage being divided into two separate passages adjoining the said single outlet area on both of its longer sides, all of said passages exhausting into said exhaust nozzle; and transverse partitions dividing the said exhaust nozzle into an even number of channels, one 01' said partitions being situated parallel to the major dimension of the said single oblong outlet and being wider than any of the said other partitions.

11. In a locomotive having a reciprocating steam engine and using exhaust steam for creating draft, an exhaust nozzle, two engine cylinders arranged at opposite sides of the locomotive, and a structure forming exhaust passages for each of said cylinders, one of said exhaust passages terminating in a single oblong outlet area and the other of said exhaust passages being divided to form two separate steam passages, one on each side of the said single oblong outlet area and adjoining the longer sides of the same, all 01' the said passages exhausting into the said exhaust nozzle, the aggregate area of all the said passages, measured in the plane oi! the termination of the said first exhaust passage, being more than hundred per cent but less than hundred and fifty per cent of the outlet area of the said exhaust nozzle; whereby the exhaust steam escaping from the one cylinder is enabled to exert a maximum ejecting action on the communicating opposite cylinder.

ADOLF GESQ-GIESIIN GEN. 

